Coupler operator for railway cars



Jan. 4, 1966 z. CSERI COUPLER OPERATOR FOR RAILWAY CARS 2 Sheets-Sheet 1Filed Nov. 3, 1964 Jan. 4, 1966 Filed Nov.

Z. CSERI COUPLER OPERATOR FOR RAILWAY CARS 2 Sheets-Sheet 2 UnitedStates Patent 3,227,289 COUPLER OPERATOR FOR RAILWAY CARS Zoltan Cseri,Highland, Ind., assignor to Keystone Railway Equipment Company, Chicago,Iii, a corporation of Illinois Filed Nov. 3, 1964, Ser. No. 408,637Claims. (Cl. 213--219) The present invention relates to improvements inconpler operators for railway cars, and in particular to a hovel coupleroperator for railway cars equipped with an impact absorbing devicewherein there may be substantial relative movement between the centersill of'the car which carries the draft gear and the coupler and the carbody and frame on which the coupler operator is customarily mounted.

Recent developments in impact absorbing devices have increased theirusage rather markedly, and have given rise to some problems inconnection with the operation of thecouplers, particularly to releasethe coupler knuckle for uncoupling the cars and to set the knuckle for acoupling operation. Impact absorbing devices of the type referred toherein are described and illustrated in the copending applications ofJames T. Smith, Serial No. 270,- 020, filed April 2, 1963, issued intoPatent No. 3,176,856, dated April 6, 1965, James T. Smith and OsvaldoChierici, Serial No. 395,389, filed September 10, 1964, James T. Smith,Serial No. 395,390, filed September 10, 1964, and James T. Smith andOsvaldo Chierici, Serial No. 395,- 391, filed September 10, 1964. Theseapplications show -and describe impact absorbing devices wherein thecenter sill is movable with respect to the car frame and projects innormal position a distance of about twenty inches beyond thepositionoccupied by the center sill where no-impact absorbing device i used. Thecenter sill has "a movement'of at least twenty inches in bothdirections, providing a total movement of approximately forty inches ofthe coupler from fully extended to fully impacted position. Other typesof impact absorbing devices provide for movements of from as low aseight inches of the cen- '-ter sill up to about forty inches. Thesemovements are in additionQto the normal movement of two andthree-quarters inches permitted by the draft gear.

These devices have presented certain serious problems'withres-pect tooperating the coupler through suitable linkage by "means of a handle atthe side of the car, 'which" is the preferred position to relieve thetrackman of coming between the cars and of having to operate the coupleror set the knuckle against the heavy hose "connections for the air brakelines and the like.

It is therefore the principal object of the present invention to providea new and improved coupler operator which may be operated from aposition at the side of the car and which has a part connected to thecoupler r accommodating substantial longitudinal and some ro- 'tationalmovement of the coupler relative to the car frame.

Another object is to provide a new and improved coupler operator havingone part connected to the coupler "and a second part pivotally mountedon the car frame with the two parts nonrotatably telescoped together.

Another object is to provide a new and improved coupler operator forrailway cars wherein the operator is mounted for both pivotal androtational movement on .the car to accommodate substantial longitudinalmovement of the coupler relative to the car frame as well .as thenecessary rotational movement to operate the coupler.

dot-dash line positions in FIG. 1.

Other objects and advantages will become apparent from the followingdescription taken in conjunction with the accompanying drawings, whereinFIG. 1 is a plan view partially broken into section, showing the coupleroperator of the present invention mounted on a railway car, which ispartially shown, and connected to a conventional coupler andillustrating in dot-dash and dotted lines typical limits of longitudinaland pivotal movements of the coupler with respect to the car;

FIG. 2 is an elevational view of the coupler operating device, takenfrom one end of the car, namely, from the right side of FIG. 1;

FIG. 3is a transverse cross sectional view on an enlarged scale, througha portion of the operator, taken along the line 3-3 of FIG. 1 looking inthe direction of the arrows;

FIG. 4 is a partly sectional plan view, showing the mounting of thecoupler operator on the car, taken along the line 4--4 of FIG. 2 lookingin the direction of the arrows; FIG. 5 is a cross sectional view showinghow the pivotal and rotational movement of the coupler operator iaccommodated, and is taken along the line 5-5 of FIG. 4 looking in thedirection of the arrows;

FIG. 6 is a cross sectional view showing the rotational movementlimiting structure for the coupler operator, taken along the line 6-6 ofFIG. 4 looking in the direction of the arrows;

FIG. 7 is a view similar to FIG. 4, showing a modified form of coupleroperator mounting;

FIG. 8 is a transverse sectional view similar to FIG. 5, taken along theline 8-8 of FIG. 7 looking in the direction of the arrows; and

FIG. 9 is a fragmentary sectional view similar to FIG. 6,. taken alongthe line 9-9 of FIG. 7 looking in the direction of the arrows.

Referring first to FIGS. 1 and 2, there is shown fragmentarily a railwaycar frame 20 which normally comprises side and end sills, cross bearers,and cross frame members, and supports the usual cargo containingstructure. The frame 20 includes a center sill 22 which is slidablewithin the center sill of the main frame as shown, for example, in anyof the prior aforementioned patent applictions and which is well knownin the art.

The center sill 22 mounts a coupler structure 24 of conventionalconstruction, and in the present disclosure the coupler structureillustrated is a type E coupler which has a limited angular movement of13 30" from its normal straight line position as indicated by the dotand The coupler structure includes a coupler head 26 and a pivotallymovable knuckle 28 which is connected to be moved through appropriateinternal linkage which has a projecting loop 30 as is well known in theart.

As illustrated most clearly in FIGS. 1 and 2, a new and improved coupleroperator 32 is connected to the loop 30 by having a hooked end 34 of abent rod 36 connected to the loop. End 37 of the bent rod opposite theloop 30 is welded to a block 35 which is turn is welded internally to ahollow extension 38 having a square exterior configuration.

The extension 38 is received in the square central bore 40 of a tubularoperator member 42. The extension 38 is sufficiently closely receivedwithin interior 40 of the square operator tube 42 as to provide onlyslidable movemovement therebetween and no relative rotational movement,so that any rotational movement which is imparted to the operator tube42 is transmitted to the extension 38 and the rod 36, and consequentlyto the projecting loop 30 of the linkage operating or releasing theknuckle 28 of the coupler 24.

At its opposite end the square operator tube 42 is closed by a plug 44welded therein which receives and has Welded thereto a rod section 46 ofan operator handle 48. The handle is provided with a grip portion 50.

The coupler operator is pivotally and rotatably mounted upon the railwaycar frame 20 by a bracket 52 which has a depending portion 54 and hasmounted thereto a supporting bracket 56 which has projecting outwardlyfrom the car frame a channel section comprising a pair of parallel plateportions or elements 58 which are seen most clearly in FIGS. 4, 5, and6.

The rod section 46 of the operator handle 48 passes between the parallelplate portions 58 of the supporting bracket 56 and is embraced orenclosed by a U-shaped stirrup 66 which has a pair of legs 62 projectingabout the rod section 46 and inwardly of the parallel plate portions 58.Ordinarily, the legs 62 of the stirrup 60 are arranged generallyparallel to the parallel plate portions 58 of the supporting bracket 56and a pivot pin 64 projects through apertures 66 in the parallel plateportions 58 and 68 in the stirrup legs 62. The pivot pin 64 has anappropriate large head 70 and is restrained against removal by anappropriately bent cotter pin 72.

It will be observed from FIGS. and 6 that the rod portion 46 of theoperator handle 48 extends through the bight of the stirrup 60 to theoutside, i.e., with respect to the plates 58, of the pivot pin 64 and isthus rotatable within the confines of a fairly constricted space definedby the stirrup bight and by the pin 64. The handle 48 also may bepivoted about the axis of the pin 64 on the supporting bracket 56. Thus,within the limits to be described immediately hereinafter, the coupleroperator 32 has pivotal and rotational movement with respect to itssupport on the railway car frame.

The coupler operator 32 has a rotational movement limited to thatnecessary to operate the knuckle 28. At both of its ends as it embracesthe rod section 46 of the operator handle 48 the stirrup 60 is providedwith stop faces 74 and 76 which are spaced apart 180. These stop facesare adapted to be engaged by lugs 78 carried on rings 80 which arewelded to the rod section 46 so that the opposite faces of the lugs 78will engage either the stop faces 74 or the stop faces 76, dependingupon the direction of rotation of the operator handle 48. For example,the lug 78 is shown in engagement with stop face 74 in FIG. 6. The arrowindicates that its next movement is in the counterclockwise direction'so that it will engage the stop face 76. Inasmuch as the stirrup 60 issubstantially nonrotatable with respect to the bracket 56, thecooperation of the lug 78 with the stop faces 74 and 76 provides a verydefinite limitation upon the extent of rotation of the handle andtherefore the amount of movement required to operate the coupler 24.

The assembly of the coupler operator 32 is very simple and portions ofthe assembly may easily be done when mounting the operator on therailway car. It is probable that the manufacturer would supply thebracket 56, the bent rod 36 to which the extension 38 is welded, thetubular operator 42 having the handle 48 welded thereto, the stirrup 60,pivot pin 64, and the necessary bolts and cotter pins. The handle 48will, of course, have welded thereto the spaced rings 86 with the stoplugs 78. The bracket 56 is secured by bolts or welding to the bracket54, and the hooked end 34 of the rod 36 is engaged in the loop 30 of thecouplers internal operating linkage. The square extension 38 is slidinto the tubular operator member 42, and the handle 48 has its rodportion 46 positioned between the parallel bracket plates 58. The handleis properly oriented, and the stirrup 60 slid over the rod portion 46between the rings 80 to the position shown in FIG. 4. The pin 64 isinserted through the aligned apertures 66 and 68 in the parallel plateportions 58 and stirrup legs 62, respectively, and is' locked againstaccidental or inadvertentremoval by the cotter pin 72.

The coupler 24 is released or set by rotating the handle 48 in theappropriate direction. The rotational movement is transmitted throughthe tubular operator member 42, the square extension 38, and rod 36 tothe loop 30. When the car is being coupled into a train in the switch orclassification yards, the impact between cars drives the movable sill22. inwardly of the car frame at the end of the car receiving the impactand moves it outwardly at the other end. These movements areaccommodated in the coupler operator 32 by telescoping the extension 38into the tubular member 42 as shown in the dot-dash lines of FIG. 1, andby pulling it outwardly as shown by the dotted lines. The limitedpivotal movement of the coupler 24 is similarly accommodated. The lugbearing rings on the handle rod portion 48 cooperating with the stirrup60 prevent the coupler operator from axial movement relative to thebracket 56 regardless of whether the action on the operator is a pull ora push.

FIGS. 7, 8, and 9 illustrate a modified form of pivotally mounting thecoupler operator to the supporting bracket 56. In this instance the rodsection 46 of the operator handle 48 rotatably extends through a sleeve90 which lies between parallel plate portions 92 of the bracket 56, theplate portions corresponding generally but not identically with theplate portions 58. The plate portions 92 are both formed with reentrantslots 94 from their outer edges toward the main body of the supportingbarcket 56 to accommodate pivot studs or trunnions 96 which are fixed inthe sleeve 90 as shown best in FIG. 8. The studs 96 are rotatably lockedin the reentrant slots 94 by retaining pins 98 which are pressed intoholes in the plate portions 92 and bridge across the slot 94 to theoutside of the studs 96 and after the studs 96 have been slid into theslots 94. In this way the sleeve 90 is pivotally mounted within thespace between the plate portions 92 on an axis normal to the axis of thesleeve 90 and the rod portion 46.

The relative rotational movement of the operator handle 48 with respectto the sleeve 90 is limited by a pair of studs 100 fixed in the rodportion 46 which move in recesses at either end of the sleeve 90, theends of the recesses being defined by the faces 102 and 104 spaced apartand corresponding to the stop faces 74 and '76 of the previouslydescribed form. The rotation afforded to the operator handle 48 isalmost 180, thereby permitting sufficient movement to operate thecoupler during coupling and uncoupling operations.

The operation of the second described form is substantially the same asthat of the first form.

From the foregoing description it will be seen that applicant hasprovided a novel coupler operator which accomplishes the objectives setforth for it in the opening paragraphs of this specification.

While preferred embodiments of this invention have been shown anddescribed, it will be apparent that numerous variations andmodifications may be made without departing from the underlyingprinciples of this invention. It is therefore desired, by the followingclaims, to include within the scope of the invention all suchmodifications and variations by which substantially the results of thisinvention may be obtained through the use of substantially the same orequivalent means.

What is claimed as new and desired to be secured by United StatesLetters Patent is:

1. A coupler operator for railway cars having a center sill carrying thecoupler and which is slidable relative to the car frame, comprising incombination, a first rod having a hooked end adapted to be connected tothe coupler release link, an extension for said first rod welded to theother end thereof and having a noncircular cross section, a tubularoperating member having an open end and an internal cross section shapedcomplementary to said noncircular cross section of said extension andinto which said extension telescopes in a slidable but nonrotatablemanner, an operating handle having a rod section Welded to the oppositeend of said tubular operating member, a support bracket formed with achannel section fixed to the railway car frame, said channel sectionhaving a pair of facing spaced parallel plate portions between whichsaid handle rod section extends, a member positioned within the spacebetween said parallel plate portions and embracing said handle rodsection and with respect to which said rod section may be rotated, meansmounting said embracing member to said pair of parallel plate portionsfor pivotal movement on an axis normal to said parallel plate portions,and cooperable stop means on said handle rod portion and said embracingmember to limit the rotational movement of said handle rod portion.

2. A coupler operator for railway cars having a center sill carrying thecoupler and which is slidable relative to the car frame, comprising incombination, a first rod having a hooked end adapted to be connected tothe coupler release link, an extension for said first rod welded to theother end thereof and havinga noncircular cross section, a tubularoperating member having an open end and an internal cross section shapedcomplementary to said noncircular cross section of said extension andinto which said extension telescopes in a slidable but nonrotatablemanner, an operating handle having a rod section welded to the oppositeend of said tubular operating member, a support bracket formed with achannel section fixed to the railway car frame, said channel sectionhaving a pair of facing spaced parallel plate portions between whichsaid handle rod section extends, a U-shaped stirrup positioned withinthe space between said parallel plate portions and embracing said handlerod section and with respect to which said rod section may be rotated,means mounting said embracing member to said pair of parallel plateportions for pivotal movement on an axis normal to said parallel plateportions, and cooperable stop means on said handle rod portion and saidU-shaped stirrup to limit the rotational movement of said handle rodportion.

3. A coupler operator as claimed in claim 2, wherein said cooperablestop means comprise stop faces on said U-shape d stirrup member, and aring carrying a lug engageable with said stop faces secured to saidhandle rod portion.

4. A coupler operator for railway cars having a center sill carrying thecoupler and which is slidable relative to the car frame, comprising incombination, a first rod having a hooked end adapted to be connected tothe coupler release link, an extension for said first rod Welded to theother end thereof and having a noncircular cross section, a tubularoperating member having an open end and an internal cross section shapedcomplementary to said noncircular cross section of said extension andinto which said extension telescopes in a slidable but nonrotatablemanner, an operating handle having a rod section Welded to the oppositeend of said tubular operating member, a support bracket formed with achannel section fixed to the railway car frame, said channel sectionhaving a pair of facing spaced parallel plate portions between whichsaid handle rod section extends, a sleeve positioned within the spacebetween said parallel plate portions and through which said handle rodsection rotably extends, means mounting said sleeve to said pair ofparallel plate portions for pivotal movement on an axis normal to saidparallel plate portions, and cooperable stop means on said handle rodportion and said sleeve to limit the rotational movement of said handlerod portion.

5. A coupler operator as claimed in claim 4, wherein said cooperablestop means comprise spaced stop faces at either end of said sleeve, anda stop pin carried by said handle rod portion engageable with said stopfaces.

References Cited by the Examiner UNITED STATES PATENTS 1,815,704 7/ 1931Cooke 213-171 2,861,698 11/1958 Furniss 213-171 2,885,095 5/1959 Burke213166 ARTHUR L. LA POINT, Primary Examiner.

B. FAUST, Assistant Examiner.

1. A COUPLER OPERATOR FOR RAILWAY CARS HAVING A CENTER SILL CARRYING THECOUPLER AND WHICH IS SLIDABLY RELATIVE TO THE CAR FRAME, COMPRISING INCOMBINATION, A FIRST ROD HAVING A HOOKED END ADAPTED TO BE CONNECTED TOTHE COUPLER RELEASE LINK, AND EXTENSION FOR SAID FIRST ROD WELDED TO THEOTHER END THEREOF AND HAVING A NONCIRCULAR CROSS SECTION, A TUBULAROPERATING MEMBER HAVING AN OPEN END AND IN INTERNAL CROSS SECTION SHAPEDCOMPLEMENTARY TO SAID NONCIRCULAR CROSS SECTION OF SAID EXTENSION ANDINTO WHICH SAID EXTENSION TELESCOPES IN A SLIDABLE BUT NONROTATABLEMANNER, AN OPERATING HANDLE HAVING A ROD SECTION WELDED TO THE OPPOSITEEND OF SAID TUBULAR OPERATING MEMBER, A SUPPORT BRACKET FORMED WITH ACHANNEL SECTION FIXED TO THE RAILWAY CAR FRAME, SAID CHANNEL SECTIONHAVING A PAIR OF FACING SPACED PARALLEL PLATE PORTIONS BETWEEN WHICHSAID HANDLE ROD SECTION EXTENDS, A MEMBER POSITIONED WITHIN THE SPACEBETWEEN SAID PARALLEL PLATE PORTIONS AND EMBRACING SAID HANDLE RODSECTION AND WITH RESPECT TO WHICH SAID ROD SECTION MAY BE ROTATED, MEANSMOUNTING SAID EMBRACING MEMBER TO SAID PAIR OF PARALLEL PLATE PORTIONSFOR PIVOTAL MOVEMENT ON AN AXIS NORMAL TO SAID PARALLEL PLATE PORTIONS,AND COOPERABLE STOP MEANS ON SAID HANDLE ROD PORTION AND SAID EMBRACINGMEMBER TO LIMIT THE ROTATIONAL MOVEMENT OF SAID HANDLE ROD PORTION.